Self-charging electric vehicle and aircraft and wireless energy distribution system

ABSTRACT

A system and method to provide fast charge and discharge of electrical power without wires between two elements configured to have resonant tuned coils and circuits. The coils are energized by a power source that includes super capacitors, fast charging batteries and oscillating power management system.

RELATED APPLICATIONS

This application claims priority from U.S. Provisional PatentApplication Ser. No. 61/798,240 filed on Mar. 15, 2013, and is acontinuation-in-part of U.S. patent application Ser. No. 12/679,060filed on Mar. 19, 2010, and is a continuation-in-part of U.S. patentapplication Ser. No. 12/229,706, filed on Aug. 26, 2008, all of whichare incorporated herein by reference in their entirety.

BACKGROUND OF THE INVENTION

Millions of electrical vehicles and other electric transportationsystems are coming to market which require constant charging. All suchdevices have large slow charging batteries and other storage devices ofelectrical charge which need to be plugged in to DC or AC power sourcesto be recharged. For some of these a slow charge of several hours isrequired to complete charge the slow-charging NiMH or Li-ion or Led acidbatteries. For many consumer devices and Electrical Vehicles (EV) thesize, weight and cost of the large battery is a major design and costproblem which prevents the company producing the devices or cars fromachieving the optimal design and performance characteristics they wouldlike.

Most design solutions provide for either a very large battery which canprovide for range of over 100 miles or an on board engine which usesfossil fuels to recharge such batteries. The added cost makes EV moreexpensive than gasoline cars and require high maintenance for bothmotors.

Since most batteries are made from rare earth metals a shortage of suchelements and high prices require a solution that will enable billions ofpeople to own EV or use electrical public transport options without theindustry running out of such resources.

Currently Electrical Vehicles (EV) require a plug-in solution with adedicated high voltage and amperage alternating current (AC) outlet withexpensive rectifiers in order to provide the device with properconditioned DC electrical charge to fill out the DC batteries. Whilemany attempts are known in the art for wireless charging all suchinnovations require very small gap of no more than few inches or touchbetween the transmitting coil and receiving coils to transfer power fromthe source to a device and they do not solve the issue of rapid transferof vast amounts of energy or the automated configuration, security,authentication and conditioning of the power to the specific devicewhich needs the charge.

Other system provide for removable EV battery solutions or inductionbased continuous charge which needs the EV to be very close or touchingthe road or charge track.

SUMMARY OF THE INVENTION

What is desired is a charging system without wires and relatedinfrastructure which can enable fast AC transfer and fast DC charging ata high rate of energy transfer for electric vehicles and other transportapplications and efficient communications via said charging systembetween all the system elements. Such a system will require acombination of processor and semiconductors controlled dynamic highvoltage power modulation with the use of high voltage MOSFETS and otherceramic based components as well as super capacitors or ultra capacitorswhich can operate at very fast cycles and pulsed high voltage and DCpower applications. The system can work in conjunction with power linecommunications (PLC) to transmit modulated data transmission on the sameresonant oscillating power coils which can be received, extracted andinterpreted by the corresponding PLC receiver on the secondary coil.Such two way communications can be used by the inventive system tocombine power and data communications for a variety of purposes insideand outside the vehicle.

The invention combines several previously known and less knowncomponents to provide for a system and a method to enable ultra fast AC& DC charge and discharge cycles in the wireless section of the systemcombined with slow DC charge and discharge cycles to be used in theElectrical Vehicle battery and the grid connected rectifier and storagesection and other industry infrastructure to support such invention.

The present invention enables fast top off charges to be done during EVtransport or during short stops at multiple locations which allows forEV vehicles to have full range with much smaller batteries in the EV andin EV public transport systems. This new configuration drasticallyreduces the cost of such vehicles making them more affordable andavailable to the general public. This invention also combines multipleforms of storage and batteries and power such as alternating current(AC) and direct current (DC) in a single system with differentfrequencies and modulations as well as different storage materials andcomponents for each stage of the power collection from the local grid,AC or DC sources. Resonant tuned shaped alternating or pulsed magneticfields enable efficient wireless transfer, tuned transmission andreceiving coils as well as passive tuned coils and elements designed foroptimal reception, tuning, tunneling and absorption of EMF into AC andmulti stage electrical storage on board the EV to maximize and optimizethe speed and volume of energy transferred. Different type of batteriesand capacitors can be combined into structures to provide betterprotection for the encasement and safety of the entire EV storagesolution. For example the outside of the battery may be made of nanotubes and configured to act as a super capacitor connected to the insidebatteries and take advantage of the strength of the nano material casingto contain many smaller batteries made of more volatile materials suchas Lithium.

Such configuration can be designed to be placed inside vehicles orbuildings or at strategic locations around the electric grid to providesafe and safety code compliant access to store and retrieve power for avariety of purposes.

This invention for the first time provides the ability to transmitsufficient power to continuously operate EV and other transport systemswithout the need for long charge cycles that are plugged by cable in tocharge station.

An EV with a combination of one or multiple transmit/receive tuned coilswrapped inside and around ferrite reflectors or other material tomaximize the shaping of the electric and magnetic fields (EMF) andconnected to power management systems (PMS) which manage the AC/DCconversion, communicate and manage the speed and intensity of theelectrical collection, storage and flow between a series ofinterconnected super or ultra capacitors, fast charging capacity storagedevices or batteries and slow charging high capacity batteries canperform very high speed charge or discharge of such electrical storage,thereby replacing the traditional single step NIMH or Li-ion batterieswhich have limited charge discharge cycles, speed and capabilities. Thehigh frequency high voltage oscillating or pulsed power transmissionwhich generates induction in the coils can be quickly generated andtransmitted by MOSFET or other solid state semiconductors which arecontrolled by the Primary PMS. The EMF may then be extended by one ormultiple passive coils and then absorbed by the receiving coils whichare connected via a secondary EV PMS to supercaps capable of accepting,rectifying, inverting and retaining such charge. The EV PMS then managesthe continuous transfer and distribution of the energy flow between allthe different systems connected to the PMS including the high speedcharging batteries (HSCB) to allow for superfast top off charging whilethe car is moving over such coils and shaped magnetic fields or when itis at a traffic light, stop sign or at a resting stop, parking spot orintersection. If the stop is for longer than a few seconds the Chargingunit power management system can start transferring large quantities ofcharge and if necessary re-condition the power into DC or differentvoltages and amperage to send it to the slow charging batteries based ontheir unique specifications and condition. Since each of such componentsoperates optimally at different voltages, amperage, frequency andcapacitance it is critical to optimize such systems by directcommunication between the Charging unit PMS and EV PMS. The initiationand authentication of the communication can be made from either PMSwhich then handles the combining and managing the accumulation andtransfer of such electrical charge in the most optimal way between theflash transfer, short term and long term storage systems. As thesecomponents and storage systems go through thousands of charge/dischargecycles and age (decay), their performance levels changes at differentrates, and the PMS software adjusts the transfer rates and frequenciesto adjust to optimize the life cycle and performance of such componentsand systems. As parts are replaced the PMS senses the change in transferand absorption/charge levels and reconfigures the transmissionparameters as needed.

The goal of such design and inventive systems is to absorb as muchelectrical charge as possible with the least amount of time and lowestenergy losses while providing safe and effective transfer of highfrequency power between at least two resonant and tuned coils. Asdescribed in FIG. 1 such transmission system can be connected tostandard 110-480V, 50 Hz-5 MHz power sources and outlets and have asolid state or transformer based processor based power managementsystems (PMS) which changes the low voltage low frequency power sourceinto high voltage high frequency modulated wave, pulsed bursts or otheroscillating cycle which is fed into the transmitting coils. The chargingunit may have a combination of capacitors and batteries in one ormultiple stages so it can take slow charge from the relatively lowvoltage Grid or power source outlets and charge up to capacity over aprolonged period but then provide rapid discharge into the coil tomaximize the EV charge in the shortest period of time. Suchconfiguration dramatically reduces the cost of charging stations whichtraditionally require special multi-phase power sources, high voltageand amperage and special installation and have slowed down the adoptionof EV in many countries. The charging station can have a combination ofplug in and wireless charging which may include multiple active andpassive coils to accommodate small and large EV and other systemsincluding devices and electrical power instruments. Each station canprovide wireless, visual and electronic indication of its charge stateand ability to accommodate one or multiple EVs. A user can see state andcharge levels of their systems and the charging stations on their EVdashboard or on their mobile device or see green light on the chargingstation or EV to know that his EV or bus or train can be charged or ischarged in full in several seconds.

Tuned resonating coils perform best at different frequencies andvoltages than traditional induction based systems. Based on theselection of materials, oscillating or pulsed power sources and size anddistance of the coils and surrounding ferrite metals, a tuned resonantfrequency and voltage as well as amperage can be established dynamicallyby the receiving and transmitting PMS. Such communication can be acombination of both the feedback generated by the PMS system as well asthe communication sent and received from the other PMS which istransmitting or receiving power.

Such PMS determines the parameters of the transmission based onidentification and communications provided by the EV or other apparatuswhich has the receiving coil.

Both systems must match many parameters in order for efficient and rapidtransfer of energy to take place. Each EV may have different size coils,different PMS and different storage systems. The system design is forthe charging unit station PMS to be able to sense or communicate withsuch EV PMS and tune the charging station's transmit/receive functionsto optimize the power transfer with each such coupling.

The transmitting Coils and PMS system is capable of providing very highoscillations, handle very high voltage and amperage and handle DC and ACinputs as to accommodate all types of charging EV and other elements.

When the transmitting coil is energized it emits directional EMF whichis then absorbed by the receiving coil, such receiving coil is connectedto a similar PMS which then conditions the incoming electric energy tobe best absorbed by the storage systems on the EV or system these mayinclude the electric motors, capacitors, batteries and other systemsthat run on electricity. Since different EV and system may havedifferent configurations of batteries, capacitors and other storageelements such as hydrogen fuel cells or magnetic or chemical storagedevices the PMS has to communicate and control the amount andcharacteristics of the power provided not to overload or damage each ofthe individual storage systems or control components in the system.

The EV's on board PMS system can also accommodate charging from plug inchargers as well as solar panels which may be part of the EV or externalsources. The PMS can also use the different storage systems to optimizethe collection of regenerative electric power from wind resistance andfrom regenerative breaking, wheel breaking and from the car's differentelectric motors and place them in the appropriate fastest chargingstorage system. This is most efficient since the amount of powergenerated by such systems many times exceed the speed at whichtraditional slow charging EV batteries can be charged and as such theadditional power generated is being wasted. The PMS can also direct suchpower to be used for heating or cooling the EV instead of increasingcharge in cases where the storage devices are full or the power can beused more effectively in other systems so no discharge cycles of slowcharging batteries takes place.

Unlike other systems proposed in the past such as US Patent ApplicationPublication 2003/0200025 which relies on induction for power transferand electromechanical storage the proposed system works with relativelygreater distances between the transmit and receive coils and withmultiple storage subsystems which operate at different voltages, chargecycles and frequencies as well as different types of power which includeAC and DC. The proposed system can push up to 500 kWh by utilizinghigher frequencies of 100 KHz or more and higher voltages up to 2000 kVat lower amperage and combine resonant active coils with passive coilsand shaped ferrite and the unique directional winding of the coil cablesto create an optimal Electro Magnetic Field (EMF). The coils may be madeout of pure metals, alloys or superconducting materials to optimize theAC to EMF conversion and wave creation and minimize electricalresistance, loss and heat generation.

Inductive power can transfer only 5-10% of its transmission at distancesgreater than several inches even when high voltage and high frequency isbeing used but resonant tuned coils can continuously transmit kilowattsand even mega watts of powers at 4-12 feet at an efficiency rate of over70% and up to 95% efficiency at 1-2 feet. This coil configurationdifference and the combination of several different storage systems foreach PMS as well as different power levels and formats managed by thePMS provides for substantially shorter charging times and dramaticallyhigher throughput of power transfer and lower loss. Such distancesenable to place tuned coils on the bottom or the sides of vehicles andnot require perfect alignment and hydraulic or magnetic system to closethe distance between the vehicle and the road mounted coils or chargingstations. By providing for greater distance EV with normal operation andnormal driving conditions as well as normal road conditions can be putto use without danger of damage to the EV or roads and bottom and sideclearance which provides for standard and safe use in industry.

The invention provides for alignment and distance management (see FIG.2) by the use of road mounted guide bumpers as well as electric,pneumatic, electromagnetic or other movable charging pads which containthe transmitting coils or passive coils which can move up and down orchange angles to best align with the receiving coils and maximize thetransfer rate between the coils. The coils can be mounted on the road,inside the road or on the sided of sidewalks or roads to provide foroptimal charge and discharge. Alternatively coils can be mounted aboveand guided or adjusted if necessary. Multiple coils at different sizescan be placed in each mat and they may be encapsulated in rubber,Teflon, epoxy or other material to provide best protection from theelements or from damage. Such coils can be activated only uponidentification and communication between the PMS of the charging stationand the EV PMS which can be wireless, RFID, or modulated on top of thepower transfer. The PMS may communicate with each other via wired orwireless internet connections as well.

This configuration also does not require costly power installations asany ordinary outlet can be converted into a power charging station. Thissystem and method can also operate very large vehicle that requiresubstantial power for themselves as well as the load they carry such asrefrigerated EV trucks or Electrical trains with large batteries andlarge torque needs.

The usage of any EV can be monitored and recorded via vehicleidentification, the PMS identifies the EV and the plan it may be on aswell as the power source it may want to use for its charge. With theexisting dynamic market for electricity the charging station can provideone EV charge from renewable sources while another EV can be chargedfrom traditional power generation at lower cost. Each EV hasidentification which initiates the PMS and provides for maintenance andpayment information. Some EV vehicles may be on a monthly plan orunlimited plan while others will be charged per KW or for the time theyoccupy the station or stop. The system may price differently remotestation power from congested areas power as well and allow Credit Cardand cash payments at the PMS user interface terminal. Payment can alsobe made via wireless devices which interact with the PMS or the centralsystem which manages such charging stations.

Most EV have varying torque needs based on load on the EV, roadcondition, temperatures and the start or acceleration of the EV. The PMSis configured to store enough charge in the different systems tooptimize availability of such power to the car electrical motor andother systems. For example if the motor is running at 60% of capacityand the car is currently running at 60 miles per hour the PMS may selectto empty the super cap charge first and prepare to absorb regenerativecharge because there is a low chance the electrical motor will need ahigh boost in speed or performance under such conditions.

A system and network which incorporates EV charging stations, chargingpods, transfer stations and flash charge discharge setup to enable anyEV to add charge to their existing super-capacitors and battery charge.

The network includes wire and wirelesss charging pods which recognizethe type of battery, super-capacitors and other storage element an EV ormobile device may have and changes the amount of power, speed of charge,voltage and cycles involved to optimize the transfer and retention ofsuch power on the EV side.

Historically EV had to be plugged by cable into special outlets for 6-12hours a day at home or on the road, which require long stops, cost a lotof money and require special 220 v setup and wiring. These installationsare not viable and do not allow consumers to tap into universal low costelectrical power or select green or renewable sources of power for theirEV. This invention allows for rapid charging and control by the owner ofthe EV as to where when and what source of power their EV will use aswell as enable access to low cost power that is bought centrally by suchinventive system at wholesale rates as described in the co-pendingapplication Ser. No. 12/229,706. The inventive system charging unit PMScan collect power generated from solar panels or other sources andslowly charge its batteries and super caps while it awaits for anycompatible electrical vehicles which need a charge. While the chargingspeed may be slow the conditioned power in the DC batteries and thesuper caps can be transferred over the coils in both directions at ratesover 100 kW so an EV with 100 mile range can be 90% charged in less than10 minutes.

In addition by adding super-capacitors to the charging stations and tothe EV en expedited and optimized charging can take place at muchshorter periods of time which allows for more efficient wire or wirelesstop off and full charging to take place. Such super-capacitors can alsobe used to help with the vehicle acceleration and bridge the gap betweenthe performance needs of electric motors and the input/outputperformance of most batteries by adding super-capacitors and many wireand wireless charging stations EV manufacturers can use smallerbatteries and cheaper metals and components since their preferencelimitation are solved by bridging the range and acceleration issues withsuper-capacitors, high cycle power storage elements and multiplewireless charging locations.

The network includes PMS control devices on both the EV and the chargingpod transmit and receive side as well as wireless or radio-frequency(RF) devices which activate and communicate the essential information tothe charging station or via the Internet to a central control system toprovide authentication, billing and technical data needed to adjust thecharging transmission to send or receive electrical power to or from thegrid or the charging substation.

Such charging can be done while vehicles are parked, stop for quick restor food or at an intersection or are in movement at high speeds. Eachpod can tune the resonance of the coils to optimize the transmission andtransfer of power. One way to eliminate expensive electricalinfrastructure and control systems is to add super-capacitors to thecharging pods. This addition allows to store over time large amounts ofelectrical charge at the most appropriate price and time. The PMS systemis optimized discharge of large amounts at short time intervals into acontrol box which includes semiconductor based oscillators which canresonate the coils at the appropriate frequency and voltage to optimizethe transfer of the most power from the charging station to the mobileEV.

With such systems in place a new and innovative sales and maintenancepackage can be offered to any customer that allows manufacturers of EVcars to compete on price with regular gasoline models. By buying any carmodel without the gasoline engine, gear box and gas tank andretrofitting any such existing car with an electric motor, control boxor PMS and installing wireless charging coils as shown in FIG. 1,consumers can buy their favorite car models with a fully electricconfiguration. Any such car can be offered for sale on a 24-48 monthlease with the owner committing to buy all his electricity from the carseller for the period of the lease. By installing solar panels at thebuyers home and work location and attaching such panels to chargingstations connected to a PMS and the grid the car leases can be furthersubsidized by the resale of electricity generated or resold from thegrid.

Virtual dealerships sell such cars via the web or in show rooms and workwith third party installers to setup solar or wind generation facilitiesand multiple connected charging spots connected to the PMS stations atthe buyers home and offices. These can be used by any compatible EV carsfor fast charge top offs.

According to an aspect of the invention, the inventive system provides:(1) A charge and discharge system for electrical vehicles comprised ofmultiple types of electricity storage systems which enables fasttransfer, absorption and extraction of electrical charge; (2) Controlsystems which communicate and arrange the transfer of charge betweensuch different storage systems to maximize the rate of absorption andtransfer of electric power but minimize any long term damage to thedevises and maximize the life expectancy and number of cycles suchsystems can manage over time; and (3) A design of an electrical vehiclepower storage unit which uses carbon nano tubes configured as acontainer and which holds other types of storage units and act as asuper capacitor connected to such other storage units.

According to another aspect of the invention, the system provides: (1)Electric motor, Power Controller, Super capacitors, coils and storagebatteries configured so they can fit and be used in many productiongasoline vehicles to retrofit such cars to be electric vehicles withwireless charging; (2) A charging station which is configured to receivepower from the grid and from solar panels and can store some of suchpower to speed up the charging of more than one electrical vehicles;further such charging station can direct power collected via solarpanels back to the grid or to the storage vehicle based on market pricesit obtains wirelessly or via the internet.

According to an embodiment, the system comprises: electrical vehicle,financial leasing, charging station connected to multiple power sourcesand an electric power resale license combined to offer buyers ofelectrical vehicles lease prices that are lower than equivalent gasolinecars by subsidizing the price of the lease with profits generated fromthe resale of the electricity.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 depicts the charging unit components and system, the carapparatus components and system and how they interact with each other totransfer and store electric energy.

FIG. 2 illustrates how electrical vehicles may interact and positionwith such systems.

FIG. 3 shows a charging unit configuration and its components.

DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS

FIG. 1 illustrates the charging unit 120 and the car apparatus 121 andhow they interact with each other to provide ultra fast charging and topoff services. The PMS 114 is connected to grid power 115 and other powersources such as solar panels 116 and coil 112 and 118 as well aswireless sensors 117 and the web 122. The charging unit 120 cancommunicate with car 121 via coils 112 and 118 or via wirelessconnection 123 or via internet 122 or other wireless device.

The electric power is conditioned and collected by the PMS 114 from allsources and is stored in super caps and batteries connected to PMS 114so it could be discharged at a very high rate that is much higher thanthe transfer rate the grid or other power sources can deliver. When acar aligns its receiving coil 111 and signals to the PMS the amount oftime, power and type of systems it has on board the PMS 114 calculatesthe optimal configuration and a transfer takes place and the power isdirected by the PMS 114 from the storage devices or power sourcesconnected to PMS 114 to the coils 118 and 112 to create EMF which isthen absorbed and translated back into electricity on coil 111. Suchpower is monitored and managed continually by PMS 110, 114 and 104 andis directed to SC 103 and then to HSCB 102 and slow-speed chargingbatteries (SSCB) 101 based on the duration of the charge and the levelof power in each unit. Coil 111 may also transmit or receive datacommunications over the same EMF link which can be detected andseparated from the power transfer by specialized devices 113.Alternatively communications can be initiated viaNear-Field-communication (NFC) or radio-frequency identification (RFID)technologies via devices 119. The car configuration 121 also permitsrapid absorption of power generated from braking 109, solar 108, wiredwall charges 107 or via the car electric motor 105. Based on the levelof power the PMS 104 conditions and directs the power to the appropriatestorage system 103,102,101 or 114 to store the most power and limit anylosses.

FIG. 2 describes the charging system 205 and how it works with multiplecharging spots and devices. The PMS 205 can initiate and send or receivepower from car 200 via charger 207 or wireless connections 201, 202 or204. Such power can be moved to local storage in 205 or directed back tothe grid 206, alternatively power generated by solar panels 2011 orother source can be conditioned, stored and then directed to the grid orcar 200 based on prices or communications from the internet or wirelessnetworks. The car 200 which has been retrofitted with electrical engine210 instead of gasoline engine, coil 209 and PMS system 203 whichinclude storage sub systems SC 203, HSCB 203 and SSCP 203 and SSCB whichmirror the capacity and characteristics of PMS 205. Such configurationenables rapid top off and communications to take place while driving orwith short stops. Systems 201,202 and 204 are designed to optimize theEMF resonant link by using multiple active and passive coils in 201 andby narrowing the distance to the car receiving coil 209 by coil system202 or by having such transmission be on the side or on top of thevehicle as shown in 204, which will align with receiving coil 208. Suchconfigurations can be used to minimize the alterations that arenecessary so a production gasoline cars as well as EV's can beretrofitted to be full range electric vehicle.

Different type of batteries and capacitors can be combined intostructures such as 203 to provide better protection for the encasementand safety of the entire storage solution. For example, the outside ofthe battery 203 may be made of nano tubes and configured to act as asuper capacitor and take advantage of the strength of the nano materialcasing to contain many smaller batteries such as HSCB and SSCB made ofmore volatile materials such as Lithium.

FIG. 3 illustrates a configuration of a charging station and PMS 307,how it is connected to power sources 309, 310 and 308 and how it managesthe collection and distribution of such power via charging cable 304,pads 303 and devices 302. This illustration describes a configurationapplicable to urban areas where a shared charging station withaccompanying power sources can be provided for multiple EV vehicles orfor passing cars so they can be charged in motion, or over short andlong stops.

Such configuration can be designed to be placed inside buildings or atstrategic locations around the electric grid to provide safe and firecode compliant access to store and retrieve power for a variety ofpurposes.

Thus, while there have shown and described and pointed out fundamentalnovel features of the invention as applied to a preferred embodimentthereof, it will be understood that various omissions and substitutionsand changes in the form and details of the devices illustrated, and intheir operation, may be made by those skilled in the art withoutdeparting from the spirit of the invention. For example, it is expresslyintended that all combinations of those elements and/or method stepswhich perform substantially the same function in substantially the sameway to achieve the same results are within the scope of the invention.Moreover, it should be recognized that structures and/or elements and/ormethod steps shown and/or described in connection with any disclosedform or embodiment of the invention may be incorporated in any otherdisclosed or described or suggested form or embodiment as a generalmatter of design choice. It is the intention, therefore, to be limitedonly as indicated by the scope of the claims appended hereto.

What is claimed is:
 1. An electric vehicle charging system, comprising:a secondary resonant coil operatively connected to an electric vehicle,which is tuned to have a resonant frequency that is substantially thesame as a resonant frequency of a primary resonant coil located outsidethe electric vehicle, wherein the primary resonant coil is operativelyconnected to a source of electrical power and the secondary resonantcoil is wirelessly coupled to the primary resonant coil to receive theelectric power from the primary resonant coil; and a power managementsystem (PMS) that is configured to receive the electric power from thesecondary resonant coil, the PMS including a processor, a softwaremodule controllably coupled to the processor, a super capacitor (SC), ahigh speed charging battery (HSCB) and a slow speed charging battery(SSCB); wherein the software module includes: a first set ofinstructions that instruct the PMS to control a first power transferrate used to transfer at least a portion of the electric power to afirst charge stored on the super capacitor; a second set of instructionsthat instruct the PMS to control a second power transfer rate used totransfer at least a portion of the electric power to a second chargestored on the HSCB; and a third set of instructions that instruct thePMS to control a third power transfer rate used to transfer at least aportion of the electric power to a third charge stored on the SSBC. 2.The electric vehicle charging system of claim 1, wherein the softwaremodule, when executed by the processor, further causes the PMS to:perform measurement and dynamic tuning of a parameter associated withthe electric power.
 3. The electric vehicle charging system of claim 2,wherein the parameter corresponds to an electric voltage.
 4. Theelectric vehicle charging system of claim 2, wherein the parametercorresponds to amperage of electric current.
 5. The electric vehiclecharging system of claim 2, wherein the parameter corresponds to a cyclerate.
 6. The electric vehicle charging system of claim 1, wherein thedynamic tuning is performed based upon an overall charge level thatincludes components from the first charge, the second charge and thethird charge.
 7. The electric vehicle charging system of claim 1,wherein the dynamic tuning is performed based upon at least one chargetransfer rate.
 8. The electric vehicle charging system of claim 1,wherein the dynamic tuning is performed based upon a distance betweenthe primary resonant coil and the secondary resonant coil.
 9. Theelectric vehicle charging system of claim 1, wherein the softwaremodule, when executed by the processor, further causes the PMS to:discharge into a load at least a portion of at least one of the firstcharge, the second charge and the third charge based on at least onecharacteristic of at least one of the SC, the HSCB and the SSCB.
 10. Theelectric vehicle charging system of claim 1, wherein the softwaremodule, when executed by the processor, further causes the PMS to:regulate a first rate of transfer of charge from the secondary resonantcoil to the SC.
 11. The electric vehicle charging system of claim 10,wherein the software module, when executed by the processor, furthercauses the PMS to: regulate a second rate of transfer of charge from theSC to the HSCB.
 12. The electric vehicle charging system of claim 11,wherein the software module, when executed by the processor, furthercauses the PMS to: regulate a third rate of transfer of charge from theHSCB to the SSCB.
 13. The electric vehicle charging system of claim 12,wherein the first, second and third rates of transfer of charge areperformed to cause a larger amount of the electric power to betransferred in a fixed amount of time from the primary resonant coilinto electric charge to be stored in the SSCB than would be possible bytransferring the electric power directly from the primary resonant coilto the SSCB.
 14. The electric vehicle charging system of claim 1,wherein the secondary resonant coil is configured using ferrite andmovable physical elements to create directional electric and magneticfields (EMF) to optimize the reception of the EMF based an allowabletime for a transfer of electric power to occur from the primary resonantcoil to the secondary resonant coil.
 15. The electric vehicle chargingsystem of claim 1, wherein the secondary resonant coil is configuredusing ferrite and movable physical elements to create directionalelectric and magnetic fields (EMF) to optimize the reception of the EMFbased a road condition at the time of transfer.
 16. The electric vehiclecharging system of claim 1, wherein the secondary resonant coil isconfigured using ferrite and movable physical elements to createdirectional electric and magnetic fields (EMF) to optimize the receptionof the EMF based a distance between the primary and secondary resonantcoils at the time of transfer.
 17. The electric vehicle charging systemof claim 1, wherein the PMS manages an overall charging cycle of theelectric vehicle charging system.
 18. The electric vehicle chargingsystem of claim 1, wherein the software module, when executed by theprocessor, further causes the PMS to: wirelessly communicate controlinformation to a charging station PMS that is associated with theprimary resonant coil.
 19. The electric vehicle charging system of claim18, wherein the control information causes the charging station PMS toincrease a fourth power transfer rate used to transfer the electricpower into the primary resonant coil for subsequent transfer via thewireless coupling of the electric power from the primary resonant coilto the secondary resonant coil.
 20. The electric vehicle charging systemof claim 18, wherein the control information causes the charging stationPMS to decrease a fourth power transfer rate used to transfer theelectric power into the primary resonant coil for subsequent transfervia the wireless coupling of the electric power from the primaryresonant coil to the secondary resonant coil.
 21. The electric vehiclecharging system of claim 18, wherein the control information causes thecharging station PMS to start transferring the electric power into theprimary resonant coil for subsequent transfer via the wireless couplingfrom the primary resonant coil to the secondary resonant coil.
 22. Theelectric vehicle charging system of claim 18, wherein the controlinformation causes the charging station PMS to stop transferring theelectric power into the primary resonant coil for subsequent transfervia the wireless coupling from the primary resonant coil to thesecondary resonant coil.
 23. The electric vehicle charging system ofclaim 18, wherein the control information is provided to based upon atleast one measured power transfer rate.
 24. The electric vehiclecharging system of claim 18, wherein the control information is providedto based upon at least one measured power absorption rate.
 25. Theelectric vehicle charging system of claim 24, wherein the at least onemeasured power absorption rate relates to a rate of power absorption bythe SC.
 26. The electric vehicle charging system of claim 24, whereinthe at least one measured power absorption rate relates to a rate ofpower absorption by the HSCB.
 27. The electric vehicle charging systemof claim 24, wherein the at least one measured power absorption raterelates to a rate of power absorption by the SSCB.